What is the difference between Aeronautical, Aerospace and Astronautical Engineering?

I read somewhere that Aeronautical is aircraft within earths atmosphere and that Aerospace is within and outside the atmosphere. Astronautical i don't quite have any idea what it is.
Please help
thanks

The key word in your question is "If".

Since we did NOT have "specific prior warnings of the 9/11 attack", it was not as "preventable" as you imply.

FYI - Clinton should have been convicted by the Senate.

(1) Probably not. A "car chase" implies that the driver is attempting to evade the police. Evading a police officer and ignoring a police order to pull over is either a felony in most states or it is a class A misdemeanor. That means mandatory arrest and a trip to the pokey.

(2) It is irrelevant whether a helicopter is involved. Your question really belongs in the Law & Legal forum.

Not really. Here's how it works. An airline has X number of trips and they make up a crew schedule to cover all of those trips. For most airlines there are hundreds of flights per day and thousands per month. These schedules are then "bid" upon by the flight crews and a typical bid period covers 28 or 30 days. A typical schedule for 28 days might be 3 on, 4 off, 4 on, 3 off, 5 on, 2 off, 2 on, 5 off. In rare cases will it be something steady like 3 on 4 off, 4 on 3 off week after week.

Every airline has a seniority list of pilots. There is one for copilots and one for captains for each domicile (base) the company has. The pilot on each list with the highest seniority gets first pick of these schedules. Then the second highest in seniority chooses, and so on, right down the list for that base to the lowest pilots on the list who get what's left over. While it is possible to trade work days with other pilots (but not entire schedules) you can sometimes get the days off you want, but there is NO WAY you will ever get the same three days off guaranteed every week, but on average you will usually get at least 3 days off, but not all weeks of the year..

You'd have to be the top guy on the seniority list to pull that off. It takes a whole career to get to that point. As a new hire, you will work the schedule they give you because you basically get little choice being the low guy on the totem pole. This will include a high proportion of weekends, holidays, very early o-dark-thirty mornings, and a lot of very late night flights. Such a schedule can last for several years until you rise high enough on the list to get something better. And the kicker is that when you upgrade to captain from copilot, you go to the bottom of the captain list and you start all over again as far as getting the least desirable schedule.

That's the reality of it. Don't like that prospect? Choose a different line of work. Unless you can find the money for flight training or can get trained by the military, that won't be a choice you'll ever have to make.

Been there, done that and stood in your very same shoes. It's a tough row to hoe because you want to help but don't have a lot of extra free time. It'd great that you want to help them succeed instead of doing the minimum necessary to hold your job without getting fired. A lot of lazy employees are like that these days. .

Anyway, there are a few things you can do. One is to learn how to do a proper preflight inspection on the aircraft if you don't already know how. At the beginning and end of every shift, and after each plane comes back from a flight, give the planes a good once-over. it only takes a few minutes and if you catch anything and can give maintenance a heads-up on it, they can often get it fixed before the next pilot or student needs to fly. This can help prevent an interruption in the schedule - something that ultimately causes the company money or more labor somewhere down the line, and it helps avoid ticked-off customers. As the saying goes, an ounce of prevention is worth a pound of cure.

With 172's and 206's your company probably does flight instruction, aircraft rental, and charter work. That means that all aircraft need an inspection every 100 flight hours. These inspections require the removal of a lot of inspection panels, cowlings, etc. A monkey with a screwdriver can do that, it doesn't require a licensed mechanic. You could help out by being the monkey who does the grunt labor while the licensed mechanic does the actual inspection and repair work if any is needed. That can save time in the shop and you'll learn something. From there you can probably move up to doing tire changes and oil changes. Over time you can learn to more complex jobs. All such time spent in the shop can be put toward eventually getting a mechanics license (A&P certificate). An extra hand in the hangar that is trustworthy and competent can help the shop be more efficient which can aid the bottom line of the ledger.

Presumably in line service you clean the airplanes as well as service them with fuel. take the time to learn how to do a really good job at cleaning and detailing the planes, inside and out. A good job takes more than a hose and a scrub brush. It takes knowledge of cleaners, polishes, and proper techniques. Many a ramp ape has ruined the paint finish and Plexiglas through basic ignorance. Detailing aircraft properly is an art, and knowing how to properly do touch-ups on chipped paint with the right tools and materials can really enhance the look of an airplane. Airplanes with spotlessly clean interiors and exteriors make for happy customers. Dirty ones can lose customers, and it's all in the details. Take pride in your fleet as if you are the owner, and look at it through the eyes of a picky customer. A quarter million dollar airplane ought to look like one.

And of course there is always work to do with inventory, book keeping, basic facilities maintenance, sales, customer service, and so on. In a small FBO there is no end of things that need doing and there is always something new to learn.

good luck.

From 'here", you should plan on getting a 4 year college degree. In the USA and a few other countries it is more or less a requirement if you wish to be competitive for an airline job. Even in countries where it isn't so much of a factor in getting hired, more education is always better than less, and you might have to fall back on that degree for employment. Since any degree is acceptable, you'd be wise to choose one you'd enjoy that would provide a good chance of employment if the aviation dream hits the skids for some reason.

Aside from that, you have two paths you can follow - a military flying career, a 10-year commitment that will virtually guarantee placement at an airline afterward, or civilian training and an equally long time spent in relatively low wage "time building" flying jobs.

The military route is exceedingly hard to accomplish, but the results speak for themselves in terms of eventual employability with a major airline. The civilian route is exceedingly expensive with a much lower chance of working for a major airline one day because you'll be competing with ex-military pilots for limited openings. A military pilot has about an 80-90 percent chance of getting on with a major airline. A civilian pilot has about 50-60 percent chance. Roughly half of all civilian-trained pilots end up at the regional airlines for their whole career, or in a segment of general aviation or business aviation. Most of those jobs are lower paid and / or have less desirable benefits and work schedules.